Noise levels around the Schiphol airport: Difference between revisions

Revision as of 11:28, 15 March 2007

Scope
Noise levels describes the noise levels around the Schiphol airport in the Netherlands.

Description

These contents are from EUROCONTROL

Above certain noise levels (if it is too quiet measurement can become inaccurate), the noise levels on the ground from aircraft operations can be measured using carefully sited, purpose designed microphones. This is particularly useful to measure how an aircraft is being flown. Because of the effects of factors such as ambient noise and weather, individual measurements only give a snapshot assessment and do not always reflect the average situation. For this reason measurement is most often used in assessing operational performance rather than overall noise impact. To reach an understanding of average noise levels, noise is usually modelled using computer programmes that simulate aircraft “virtually” following an airports operating procedures, but with suitable variability such as track dispersion to make it more realistic. These models, such as the widely used “International Noise Model”, produce aircraft noise footprints for the number of and type of aircraft using an airport in order to calculate the extent of particular noise levels around the airport. This will assume average weather conditions. These noise “contours” can then be placed on a map to see which communities are subjected to different degrees of average noise levels. But it should be remembered that, as average conditions rarely occur, the noise contours are only indicative of typical noise impact.

Noise management measures

reduction of aeroplane noise at source
land-use planning and management measures
noise abatement operational procedures
operating restrictions
establishing a technical partnership between airport air traffic control, aircraft operators and the airport operator to jointly progress aircraft noise management
depicting preferred noise routes on a map that avoid residential areas as far as possible, monitoring track adherence accuracy and seeking to improve track-keeping
avoiding over-flying sensitive sites such as hospitals and schools
ensuring that the optimum runway(s) and routes are used as far as conditions allow
using continuous descent approaches and departure noise abatement techniques
avoiding unnecessary use of auxiliary power units by aircraft on-stand
building barriers and engine test-pens to contain and deflect noise
towing aircraft instead of using jet engines to taxi
limiting night operations
limiting the number of operations or the extent of a critical noise contour
providing noise insulation for the most severely affected houses
applying different operational charges based on the noisiness of the aircraft
monitoring individual noise levels and penalising any breach

References

reference 1

Definition

Causality

List of parents:

Noise emissions

Data

Formula

Analytica_id:

Unit

Result

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 == Description ==
-Above certain noise levels (if it is too quiet measurement can become inaccurate), the noise levels on the ground from aircraft operations can be measured using carefully sited, purpose designed microphones. This is particularly useful to measure how an aircraft is being flown. Because of the effects of factors such as ambient noise and weather, individual measurements only give a snapshot assessment and do not always reflect the average situation. For this reason measurement is most often used in assessing operational performance rather than overall noise impact. To reach an understanding of average noise levels, noise is usually modelled using computer programmes that simulate aircraft “virtually” following an airports operating procedures, but with suitable variability such as track dispersion to make it more realistic. These models, such as the widely used “International Noise Model”, produce aircraft noise footprints for the number of and type of aircraft using an airport in order to calculate the extent of particular noise levels around the airport. This will assume average weather conditions. These noise “contours” can then be placed on a map to see which communities are subjected to different degrees of average noise levels. But it should be remembered that, as average conditions rarely occur, the noise contours are only indicative of typical noise impact. [http://www.eurocontrol.int/environment/public/standard_page/noise.html]
+These contents are from [http://www.eurocontrol.int/environment/public/standard_page/noise.html EUROCONTROL]
+Above certain noise levels (if it is too quiet measurement can become inaccurate), the noise levels on the ground from aircraft operations can be measured using carefully sited, purpose designed microphones. This is particularly useful to measure how an aircraft is being flown. Because of the effects of factors such as ambient noise and weather, individual measurements only give a snapshot assessment and do not always reflect the average situation. For this reason measurement is most often used in assessing operational performance rather than overall noise impact. To reach an understanding of average noise levels, noise is usually modelled using computer programmes that simulate aircraft “virtually” following an airports operating procedures, but with suitable variability such as track dispersion to make it more realistic. These models, such as the widely used “International Noise Model”, produce aircraft noise footprints for the number of and type of aircraft using an airport in order to calculate the extent of particular noise levels around the airport. This will assume average weather conditions. These noise “contours” can then be placed on a map to see which communities are subjected to different degrees of average noise levels. But it should be remembered that, as average conditions rarely occur, the noise contours are only indicative of typical noise impact.
-'''The different units used to measure noise levels'''
-The most widely used unit for measuring noise levels is dB(A) - the A-weighted scale in decibels. This unit attempts to reflect human reaction to "loudness". The human ear's response to sound relates to sound pressure in a way that is approximately logarithmic. This means that a significant reduction in noise activity results in a comparatively small reduction in the noise heard by the human ear.
+'''Noise management measures'''
+*reduction of aeroplane noise at source
-Other dB based measurement units are uniquely related to aircraft.
+*land-use planning and management measures
+*noise abatement operational procedures
-The perceived noise (PNdB) and effective perceived noise (EPNdB) scales incorporate the different frequencies and duration of noise patterns, resulting from various speeds and modes of operation of aircraft. There is no agreement, even amongst the experts, on which measurement is the most representative, or the most relevant in a particular situation. However, the International Civil Aviation Organisation (ICAO) uses EPNdB for expressing its noise certification standards; Maximum Sound Level (LAmax) is the maximum instantaneous value recorded; Equivalent continuous sound pressure (Leq) is a measure of the average sound pressure level during a period of time.
+*operating restrictions
+*establishing a technical partnership between airport air traffic control, aircraft operators and the airport operator to jointly progress aircraft noise management
-The European Community proposes “Lden” as the common unit for measuring transport noise. Day-evening-night level (Lden) is based on Leq over a whole day with a penalty of 10 dB(A) for night time noise (22.00-7.00) and an additional penalty of 5 dB(A) for evening noise (i.e. 19.00-23.00).
+*depicting preferred noise routes on a map that avoid residential areas as far as possible, monitoring track adherence accuracy and seeking to improve track-keeping
+*avoiding over-flying sensitive sites such as hospitals and schools
+*ensuring that the optimum runway(s) and routes are used as far as conditions allow
+*using continuous descent approaches and departure noise abatement techniques
+*avoiding unnecessary use of auxiliary power units by aircraft on-stand
+*building barriers and engine test-pens to contain and deflect noise
+*towing aircraft instead of using jet engines to taxi
+*limiting night operations
+*limiting the number of operations or the extent of a critical noise contour
+*providing noise insulation for the most severely affected houses
+*applying different operational charges based on the noisiness of the aircraft
+*monitoring individual noise levels and penalising any breach